WO2015141253A1 - Electric power steering device and electric power steering device control device - Google Patents

Electric power steering device and electric power steering device control device Download PDF

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Publication number
WO2015141253A1
WO2015141253A1 PCT/JP2015/050745 JP2015050745W WO2015141253A1 WO 2015141253 A1 WO2015141253 A1 WO 2015141253A1 JP 2015050745 W JP2015050745 W JP 2015050745W WO 2015141253 A1 WO2015141253 A1 WO 2015141253A1
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WO
WIPO (PCT)
Prior art keywords
rotation angle
angle signal
electric power
power steering
phase
Prior art date
Application number
PCT/JP2015/050745
Other languages
French (fr)
Japanese (ja)
Inventor
泰仁 中岫
雅樹 古田土
山野　和也
杉山　吉隆
宮島　司
雅彦 牛村
Original Assignee
日立オートモティブシステムズステアリング株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズステアリング株式会社 filed Critical 日立オートモティブシステムズステアリング株式会社
Priority to US15/121,193 priority Critical patent/US9862408B2/en
Priority to JP2016508556A priority patent/JP6151849B2/en
Priority to KR1020167019403A priority patent/KR101784643B1/en
Priority to CN201580012999.4A priority patent/CN106458253B/en
Priority to DE112015001321.0T priority patent/DE112015001321T5/en
Publication of WO2015141253A1 publication Critical patent/WO2015141253A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0409—Electric motor acting on the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems

Definitions

  • the present invention relates to an electric power steering device applied to, for example, an automobile and a control device used therefor.
  • the electric power steering device described in this patent document is provided with vehicle body flow control means for preventing vehicle body flow (skew) during traveling on a cant road, and the electric motor is driven and controlled by the control means. Therefore, the burden on the driver related to the steering for preventing skewing on the cant road is reduced.
  • the skew state based on the disturbance is determined based on the relationship between the yaw rate signal and the steering angle signal, and the skew state based on the disturbance is determined only by the steering angle signal. It was not possible to judge this, resulting in complicated control.
  • the present invention has been devised in view of such technical problems, and provides an electric power steering device and the like that can determine a skew state based on a disturbance with high accuracy only by a rotation angle signal of an input / output shaft.
  • the purpose is to do.
  • the present invention includes, among other things, a basic assist current calculation unit that calculates a basic assist current that is a command current to the electric motor based on a steering torque by a driver, a rotation direction of the input shaft, and a rotation direction of the output shaft.
  • a direction coincidence determining unit that determines whether or not they match, a preceding phase determining unit that determines which phase of the first rotation angle signal and the second rotation angle signal precedes, and the direction
  • the coincidence determining unit determines that the direction is coincident and the preceding phase determining unit determines that the phase of the first rotation angle signal precedes, the torsion bar twist is due to a positive input from the input shaft side.
  • the toe A torsion bar torsion direction based on a forward / reverse input determination unit for determining that the torsion of the torsion bar is due to reverse input from the output shaft side, and the phase of the first rotation angle signal and the phase of the second rotation angle signal
  • the phase change determining unit has not reversed the twist direction of the torsion bar.
  • An electronic control unit having a disturbance countercurrent calculation unit that calculates a disturbance countercurrent larger than the basic assist current when it is determined that the state continues is provided.
  • the driver's steering load can be appropriately reduced.
  • FIG. 1 is a system configuration diagram of an electric power steering apparatus according to the present invention.
  • FIG. 2 is an enlarged longitudinal sectional view in the vicinity of a connecting portion between an input shaft and an output shaft shown in FIG. 1.
  • It is a control block diagram of the control unit shown in FIG.
  • FIG. 4 is a map used for current calculation in the cross gradient current calculation unit shown in FIG. 3 and shows the relationship between the vehicle speed V and the gain G;
  • FIG. 4 is a map used for current calculation in the cross gradient current calculation section shown in FIG. 3 and shows the relationship between the relative angle difference ⁇ between the first and second rotation angle signals ⁇ 1 and ⁇ 2 and the gain G;
  • FIG. 4 is a map used for current calculation in the cross gradient current calculation unit shown in FIG.
  • the electric power steering apparatus according to the present invention is applied to an electric power steering apparatus for an automobile as in the conventional case, and traveling on a cross slope is taken as an example of the cause of disturbance. .
  • FIG. 1 is a schematic view of an apparatus for explaining an outline of a system configuration of an electric power steering apparatus according to the present invention.
  • the illustrated electric power steering apparatus has an input shaft 2 whose one end is linked to the steering wheel 1 so as to be integrally rotatable, and one end is relatively rotatable to the other end of the input shaft 2 via a torsion bar 4 (see FIG. 2). And the other end side of the output shaft 3 linked to the steered wheels WL and WR via a rack and pinion mechanism RP that is a conversion mechanism, and the input shaft 2
  • a torque sensor TS for detecting a steering input torque based on the relative rotational displacement amount of the output shaft 3, and the steering torque of the driver based on the detection results of the torque sensor TS, a steering angle sensor and a vehicle speed sensor (not shown), etc.
  • the electric motor 5 applies a steering assist torque corresponding to the output shaft 3 to the output shaft 3, and the electronic control unit 6 controls the drive of the electric motor 5.
  • the input shaft 2, the output shaft 3, and the rack and pinion mechanism RP constitute a steering mechanism according to the present invention.
  • the rack and pinion mechanism RP includes an unillustrated pinion tooth formed on the outer periphery of the other end portion of the output shaft 3 and an axial direction of the rack shaft 7 arranged in a form substantially orthogonal to the other end portion of the output shaft 3.
  • a rack tooth (not shown) formed in a predetermined range meshes with each other, and the rack shaft 7 moves in the axial direction in accordance with the rotation direction of the output shaft 3.
  • the end portions of the rack shaft 7 are linked to the steered wheels WR and WL via tie rods 8 and 8 and knuckle arms 9 and 9, respectively, and the rack shaft 7 moves in the axial direction so that the tie rods 8 and 8 By pulling the knuckle arms 9 and 9 through 8, the directions of the steered wheels WR and WL are changed.
  • FIG. 2 is a longitudinal sectional view of the vicinity of the connecting portion between the input shaft 2 and the output shaft 3 including the torque sensor TS.
  • the torque sensor TS is disposed between the casing CS and the input shaft 2 provided so as to surround the overlapping portion of the input shaft 2 and the output shaft 3, and detects the rotational displacement of the input shaft 2.
  • a second rotation angle sensor S2 that is interposed between the casing CS and the output shaft 3 and detects the rotational displacement of the output shaft 3, and the torsion bar 4 is twisted.
  • the first and second rotation angle sensors S1 and S2 are both constituted by a known variable reluctance (VR) type resolver.
  • the first rotation angle sensor S1 is fixed to the casing CS and the annular first rotor S1r that is externally fitted to the outer peripheral surface of the input shaft 2 so as to rotate integrally therewith, on the outer peripheral side of the first rotor S1r.
  • a first stator S1s that is arranged in such a manner as to overlap in a radial direction through a predetermined gap.
  • the second rotation angle sensor S2 is also an annular second rotor S2r that is externally fitted to the outer peripheral surface of the output shaft 3 so as to be integrally rotatable, and is fixed to the casing CS, and the outer peripheral side of the second rotor S2r.
  • the second stator S2s is arranged in such a manner that it is superposed in the radial direction through a predetermined gap.
  • FIG. 3 is a control block diagram showing a configuration of an arithmetic circuit in the electronic control unit 6.
  • the electronic control unit 6 includes a basic assist current calculation unit 10 that calculates a basic assist current Ib that is a normal steering assist torque, and a direction coincidence determination unit that determines whether the rotation directions of the input shaft 2 and the output shaft 3 coincide with each other.
  • 11 and a preceding phase determination unit 12 that determines which phase of first and second rotation angle signals ⁇ 1 and ⁇ 2 to be described later precedes, and a determination in the direction coincidence determination unit 11 and the preceding phase determination unit 12
  • a forward / reverse input determination unit 13 for determining a normal input or a reverse input, which will be described later, based on the result, a phase change determination unit 14 for determining whether or not a twist direction of the torsion bar 4 has been reversed, and the forward / reverse input determination
  • the disturbance countercurrent is larger than the basic assist current Ib.
  • a cross gradient current calculation unit 15 as a disturbance counter current calculation unit for calculating a certain
  • reference numeral 16 in FIG. 3 indicates that the offset amount from the neutral position of the first rotation angle sensor S1 is zero based on the vehicle speed signal V from the vehicle speed sensor (not shown) and the yaw rate signal Y from the yaw rate sensor (not shown).
  • This is a steering angle correction unit for correction. Even if the first rotation angle sensor S1 detects the first rotation angle ⁇ 1, the steering angle correction unit 16 is traveling straight on a crossing gradient road if the vehicle speed signal V is greater than or equal to a threshold value Vx as described later. As a result, the first rotation angle ⁇ 1 detected earlier is corrected to zero.
  • the basic assist current calculation unit 10 is the vehicle driving state, that is, the output signal Tr of the torque sensor TS, and the output signal of the first rotation angle sensor S1 received via the first rotation angle signal receiving unit (not shown). Based on the first rotation angle signal ⁇ 1, the second rotation angle signal ⁇ 2 that is the output signal of the second rotation angle sensor S2 received via the second rotation angle signal receiver (not shown), the output signal V of the vehicle speed sensor, etc.
  • a basic assist current Ib that is a command current to the electric motor 5 and serves as a base of the steering assist torque is calculated.
  • the direction coincidence determination unit 11 obtains a first rotational angular velocity signal ⁇ 1 obtained by time-differentiating the first rotational angle signal ⁇ 1 and a second rotational angular velocity obtained by time-differentiating the second rotational angle signal ⁇ 2. Based on the signal ⁇ 2, it is determined whether or not the rotation direction of the input shaft 2 and the rotation direction of the output shaft 3 coincide with each other.
  • the preceding phase determination unit 12 determines which phase of the first and second rotation angle signals ⁇ 1 and ⁇ 2 is ahead based on the amount of change in each of the first and second rotation angle signals ⁇ 1 and ⁇ 2. . Specifically, by estimating each phase of the first and second rotation angle signals ⁇ 1 and ⁇ 2 based on the amount of change in each of the first and second rotation angle signals ⁇ 1 and ⁇ 2, and comparing these two phases, The phase advance judgment of the first and second rotation angle signals ⁇ 1 and ⁇ 2 is performed.
  • torsion bar 4 is twisted by intentional input from the input shaft 2 side, that is, whether it is due to a positive input (hereinafter simply referred to as “positive input”). Or a reverse input (hereinafter simply referred to as “reverse input”) generated by an unintended input from the output shaft 3 side.
  • positive input hereinafter simply referred to as “positive input”.
  • reverse input hereinafter simply referred to as “reverse input”
  • the forward / reverse input determination unit 13 is based on the rotation angle signals ⁇ 1 and ⁇ 2 that have passed through the low-pass filters F1 and F2. Thus, it is determined whether the torsion bar 4 is twisted by a positive input or a reverse input.
  • the phase change determination unit 14 includes a first rotation angle change amount ⁇ 1 obtained based on the first rotation angle signal ⁇ 1, a second rotation angle change amount ⁇ 2 obtained based on the second rotation angle signal ⁇ 2, and Based on the above, it is determined whether or not the phase leading of the second rotation angle signal ⁇ 2 is continued by the phase leading determination as described above, that is, whether or not the twist direction of the torsion bar 4 has been reversed.
  • the cross-gradient current Ic is calculated based on the maps shown in FIGS. Specifically, the cross-gradient current Ic is obtained by multiplying the basic assist current Ib by a gain G obtained on the basis of maps shown in FIGS.
  • the transverse gradient current Ic is set to a magnitude that does not reverse the twist direction of the torsion bar 4.
  • FIG. 4 is a map used for the current calculation in the cross gradient current calculation unit 15 and shows the relationship between the vehicle speed V and the gain G.
  • the gain G is set to be smaller as the vehicle signal V is higher, so that the cross gradient current Ic is smaller as the vehicle speed indicated by the vehicle signal V is higher. It is calculated as follows. That is, since the steering load is reduced as the vehicle speed is higher, the assist control according to the vehicle speed is possible by using this setting.
  • FIG. 5 is a map used for current calculation in the cross gradient current calculation unit 15, and shows the relationship between the relative angle difference ⁇ between the first and second rotation angle signals ⁇ 1 and ⁇ 2 and the gain G.
  • the gain G is set to increase as the relative angle difference ⁇ (
  • the cross gradient current Ic increases as the relative angle difference ⁇ increases. That is, as the relative angle difference ⁇ is larger, the torsion bar 4 is twisted and the steering load becomes larger, so that the assist control according to the steering load is possible by setting this setting.
  • FIG. 6 is a map used for current calculation in the current calculating unit 15 for cross gradient, and shows the relationship between the yaw rate Y and the gain G.
  • the gain G is set to increase as the yaw rate signal Y increases, so that the cross gradient current Ic increases as the vehicle yaw moment indicated by the yaw rate signal Y increases. It is calculated so as to increase. This makes it possible to reduce the driver's steering load due to an increase in the yaw moment, such as the influence of cross wind.
  • FIG. 7 is a flowchart showing the control contents of the assist control for cross gradient according to the first embodiment of the present invention.
  • step S101 it is determined whether or not the cross slope assist control is continuing (step S101), and if it is determined that the control is continuing, the process proceeds to step S108 described later.
  • step S102 the first and second rotation angle signals ⁇ 1 and ⁇ 2 are read (step S102), and the first and second After calculating the first and second rotational angular velocity signals ⁇ 1 and ⁇ 2 based on the rotational angle signals ⁇ 1 and ⁇ 2 (step S103), the direction coincidence determining unit 11 is based on the first and second rotational angular velocity signals ⁇ 1 and ⁇ 2.
  • step S104 it is determined whether or not the rotation directions of the first rotation angle signal ⁇ 1 and the second rotation angle signal ⁇ 2 match.
  • step S104 when it is determined that the rotation directions of the first and second rotation angle signals ⁇ 1 and ⁇ 2 do not coincide with each other, the basic assist current calculation unit 10 calculates the basic assist current Ib. Is output to the motor drive unit as a current command value Io, and this program ends. (Step S105). On the other hand, if it is determined that the rotation directions of the first and second rotation angle signals ⁇ 1 and ⁇ 2 match, the preceding phase determination unit 12 determines the amount of change in the first and second rotation angle signals ⁇ 1 and ⁇ 2. After the calculation (step S106), based on this, it is determined whether or not the second rotation angle signal ⁇ 2 is equal to or greater than the threshold ⁇ x2 and the phase of the second rotation angle signal ⁇ 2 is ahead (step S107).
  • step S107 normal assist control based on the basic assist current Ib is performed (step S105).
  • the forward / reverse input determination unit 13 determines that the input is due to reverse input. After reading the vehicle speed signal V (step S108), based on this, it is determined whether the vehicle speed signal V is equal to or greater than the threshold value Vx and the first rotation angle signal ⁇ 1 is equal to or less than the threshold value ⁇ x1 (step S109). ).
  • step S109 normal assist control based on the basic assist current Ib is performed (step S105).
  • Yes the vehicle speed signal V is equal to or greater than the threshold value Vx and the first rotation angle signal ⁇ 1 is equal to or less than the threshold value ⁇ x1
  • the phase change determination unit 14 determines that the phase leading of the second rotation angle signal ⁇ 2 is present. It is determined whether or not it continues (step S110).
  • the cross gradient current calculation section 15 calculates a cross gradient current Ic larger than the basic assist current Ib, and outputs this to the motor drive section as a current command value Io (step S111). This program ends.
  • FIG. 8 is a time chart of the output signal Tr of the torque sensor TS and the first and second rotation angle signals ⁇ 1 and ⁇ 2.
  • the positive (upper half side) region is set to the left steering
  • the negative (lower half side) region is set to the right steering.
  • the thin solid line in the drawing indicates the output signal Tr of the torque sensor TS and the thick broken line. Represents the first rotation angle signal ⁇ 1, and the thick solid line represents the second rotation angle signal ⁇ 2.
  • the direction coincidence determining unit 11 determines that both the rotation directions of the first and second rotation angle signals ⁇ 1 and ⁇ 2 coincide with each other, and the preceding phase determining unit 12 performs the first operation.
  • the phase change determination unit determines that the phase advance state of the second rotation angle signal ⁇ 2 continues, a transverse gradient greater than the basic assist current Ib.
  • the current Ic is output to the motor drive unit as the current command value Io, so that the skew state based on the cross slope traveling can be determined with high accuracy only by the first and second rotation angle signals ⁇ 1 and ⁇ 2. Assistance is enabled, and the driver's steering load can be reduced appropriately.
  • the transverse gradient current Ic is set to a magnitude that does not reverse the torsion direction of the torsion bar 4, so that the above-described transverse gradient assist control is not canceled, and the driver can appropriately steer. Assist control can be performed.
  • the cross slope assist control is performed only when the vehicle speed signal V is equal to or higher than the threshold value Vx. There is no risk of excessive assist in a state where the influence is small, and it is possible to realize good steering assist control.
  • the forward / reverse input determination unit 13 determines whether the torsion bar 4 is twisted by a positive input or a reverse input based on the first and second rotation angle signals ⁇ 1 and ⁇ 2 that have passed through the low-pass filters F1 and F2. Since it is configured to determine whether or not the vehicle is traveling, it is possible to suppress erroneous determination in the forward / reverse input determination unit 13 even when the rotation angle signals ⁇ 1 and ⁇ 2 are accompanied by large noise, particularly when traveling on a rough road. High assist control can be performed.
  • the steering angle correction unit 16 even when the first rotation angle ⁇ 1 is detected by the first rotation angle sensor S1, if the vehicle speed (vehicle speed signal V) is equal to or higher than the threshold value Vx, the crossing gradient road is used. Since it is assumed that the vehicle is traveling straight ahead, the first gradient angle ⁇ 1 detected previously is corrected to zero and the assist control for the transverse gradient is performed. Therefore, the accuracy of the first rotation angle signal ⁇ 1 is improved, and the transverse gradient is improved. This is used to suppress misjudgment of the assist control.
  • FIG. 9 is a flowchart showing the control content of the assist control for cross gradient according to the second embodiment of the present invention, and a method for continuously determining the assist control for cross gradient in the assist control flow for cross gradient according to the first embodiment. Is a change.
  • step S211 the same processing as in steps S101 to S109 is performed in steps S201 to S209, and in step S210, the first rotation angle signal ⁇ 1 is changed from the second rotation angle signal ⁇ 2. If the vehicle is traveling straight on a cross-gradient road or is traveling on a road surface whose outside of the turning radius is lower than the inside, Assist control is to be executed (step S211).
  • FIG. 10 is a flowchart showing the control content of the assist control for cross gradient according to the third embodiment of the present invention, and a method for continuously determining assist control for cross gradient in the assist control flow for cross gradient according to the first embodiment. Is a change.
  • step S301 after performing the same processing as steps S101 to S109 of the control flow according to the first embodiment, the phase change determination unit 14 Then, after reading the yaw rate signal Y (step S310), it is determined whether or not the yaw rate signal Y is equal to or less than the threshold value Yx (step S311).
  • step S310 it is determined that the vehicle is traveling on a road surface in which the outside of the turning radius is formed lower than the inside, and normal assist control is performed (step S305). It is determined that the vehicle is traveling straight on a gradient road, and the assist control for crossing gradient is executed (step S312).
  • the two running states can be determined based on the yaw rate signal Y (the yaw moment generated in the vehicle), and appropriate steering assist according to the running state can be performed.
  • the effect similar to a form is show
  • the present invention is not limited to the configuration of each of the embodiments described above, and can be freely changed in accordance with the specifications of the electric power steering device to be applied without departing from the spirit of the present invention.
  • the skew due to the cross gradient road is exemplified.
  • the present invention can also be applied to a skew caused by a continuous disturbance on another road surface and a skew caused by a cross wind that is a disturbance other than the road surface.
  • the calculation of the current Ic for cross gradient also takes the form of multiplying the basic assist current Ib by the gain G in each of the above embodiments.
  • Any correction method may be used such as another correction method such as adding the current Ic for use, or a method of switching the assist characteristic map itself instead of the correction.
  • the forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter.
  • the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running, The electric disturbance steering current correction unit corrects the disturbance resistance current based on a determination result of the phase change determination unit.
  • Such a configuration makes it possible to perform steering assist according to the condition of the road surface.
  • the two traveling states can be determined based on the yaw moment, and appropriate steering assist according to the traveling state can be performed.
  • the correction circuit unit can improve the accuracy of the first and second rotation angle sensors, and can be used to suppress erroneous determination.
  • the forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter.
  • the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running, The control apparatus for an electric power steering apparatus, wherein the disturbance countercurrent calculation unit corrects the disturbance countercurrent based on a determination result of the phase change determination unit.
  • Such a configuration makes it possible to perform steering assist according to the condition of the road surface.
  • (M) In the control device for the electric power steering device according to (l), When the yaw moment of the vehicle is less than or equal to a predetermined value, the phase change determination unit determines that the vehicle is traveling straight on the road surface with a cross slope, and when the yaw moment is greater than the predetermined value, the turning radius It is judged that it is drive
  • the two traveling states can be determined based on the yaw moment, and appropriate steering assist according to the traveling state can be performed.
  • control unit for an electric power steering apparatus wherein the electronic control unit includes a correction circuit unit that corrects an offset amount from a neutral position of the first rotation angle sensor and the second rotation angle sensor.
  • the correction circuit unit can improve the accuracy of the first and second rotation angle sensors, and can be used to suppress erroneous determination.

Abstract

When a direction alignment determination unit (11) determines that rotation directions of a first and a second rotation angle signals (θ1, θ2) are aligned, when an advanced-phase determination unit (12) determines that the phase of the second rotation angle signal is advanced, and when a phase change determination unit (14) determines that the advanced-phase state of the second rotation angle signal (θ2) is continuing, a transverse slope current (Ic) greater than a basic assist current (Ib) is output to a motor drive unit as a current command value.

Description

電動パワーステアリング装置及び電動パワーステアリング装置の制御装置Electric power steering device and control device for electric power steering device
　本発明は、例えば自動車に適用される電動パワーステアリング装置及びこれに用いる制御装置に関する。 The present invention relates to an electric power steering device applied to, for example, an automobile and a control device used therefor.
　従来の電動パワーステアリング装置としては、例えば以下の特許文献に記載されたものが知られている。 As a conventional electric power steering device, for example, those described in the following patent documents are known.
　すなわち、この特許文献に記載の電動パワーステアリング装置では、カント路走行時における車体流れ（斜行）阻止に供する車体流れ制御手段が設けられていて、該制御手段をもって電動モータを駆動制御することで、前記カント路における斜行阻止のための保舵に係る運転者の負担軽減を図っている。 That is, the electric power steering device described in this patent document is provided with vehicle body flow control means for preventing vehicle body flow (skew) during traveling on a cant road, and the electric motor is driven and controlled by the control means. Therefore, the burden on the driver related to the steering for preventing skewing on the cant road is reduced.
特開２０１０－１３７６２１号公報JP 2010-137621 A
　しかしながら、前記従来の電動パワーステアリング装置の場合、ヨーレイト信号と操舵角信号等との関係でもって外乱に基づく斜行状態を判断する構成となっていて、操舵角信号のみでは外乱に基づく斜行状態を判断できず、制御の複雑化を招来していた。 However, in the case of the conventional electric power steering device, the skew state based on the disturbance is determined based on the relationship between the yaw rate signal and the steering angle signal, and the skew state based on the disturbance is determined only by the steering angle signal. It was not possible to judge this, resulting in complicated control.
　本発明は、かかる技術的課題に鑑みて案出されたものであって、入・出力軸の回転角信号のみで外乱に基づく斜行状態を高い精度で判断し得る電動パワーステアリング装置等を提供することを目的としている。 The present invention has been devised in view of such technical problems, and provides an electric power steering device and the like that can determine a skew state based on a disturbance with high accuracy only by a rotation angle signal of an input / output shaft. The purpose is to do.
　本発明は、とりわけ、運転者による操舵トルクに基づいた前記電動モータへの指令電流である基本アシスト電流を演算する基本アシスト電流演算部と、前記入力軸の回転方向と前記出力軸の回転方向とが一致しているか否かを判断する方向一致判断部と、前記第１回転角信号と前記第２回転角信号のうち、いずれの位相が先行するかを判断する先行位相判断部と、前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第１回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記入力軸側からの正入力によるものと判断し、前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第２回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記出力軸側からの逆入力によるものと判断する正逆入力判断部と、前記第１回転角信号の位相と前記第２回転角信号の位相とに基づき前記トーションバーの捩れ方向の反転が生じたか否かを判断する位相変化判断部と、前記正逆入力判断部によって逆入力と判断された後、前記位相変化判断部によって前記トーションバーの捩れ方向の反転が発生していない状態が継続していると判断されたときに、前記基本アシスト電流よりも大きな外乱対抗電流を演算する外乱対抗電流演算部と、を有する電子コントロールユニットを備えたことを特徴としている。 The present invention includes, among other things, a basic assist current calculation unit that calculates a basic assist current that is a command current to the electric motor based on a steering torque by a driver, a rotation direction of the input shaft, and a rotation direction of the output shaft. A direction coincidence determining unit that determines whether or not they match, a preceding phase determining unit that determines which phase of the first rotation angle signal and the second rotation angle signal precedes, and the direction When the coincidence determining unit determines that the direction is coincident and the preceding phase determining unit determines that the phase of the first rotation angle signal precedes, the torsion bar twist is due to a positive input from the input shaft side. When the direction coincidence determining unit determines that the direction coincides, and the preceding phase determining unit determines that the phase of the second rotation angle signal precedes, the toe A torsion bar torsion direction based on a forward / reverse input determination unit for determining that the torsion of the torsion bar is due to reverse input from the output shaft side, and the phase of the first rotation angle signal and the phase of the second rotation angle signal After the phase change determining unit for determining whether or not the reversal has occurred and the normal / reverse input determining unit determines that the input is reverse, the phase change determining unit has not reversed the twist direction of the torsion bar. An electronic control unit having a disturbance countercurrent calculation unit that calculates a disturbance countercurrent larger than the basic assist current when it is determined that the state continues is provided.
　本発明によれば、操舵角信号のみで外乱に基づく斜行状態を高い精度で判断し、補助可能となるため、運転者の操舵負荷を適切に軽減することができる。 According to the present invention, since the skew state based on the disturbance can be determined with high accuracy only by the steering angle signal and can be assisted, the driver's steering load can be appropriately reduced.
本発明に係る電動パワーステアリング装置のシステム構成図である。1 is a system configuration diagram of an electric power steering apparatus according to the present invention. 図１に示す入力軸と出力軸の連結部近傍の拡大縦断面図である。FIG. 2 is an enlarged longitudinal sectional view in the vicinity of a connecting portion between an input shaft and an output shaft shown in FIG. 1. 図１に示すコントロールユニットの制御ブロック図である。It is a control block diagram of the control unit shown in FIG. 図３に示す横断勾配用電流演算部における電流演算に供するマップであり、車両速度ＶとゲインＧとの関係を表したものである。FIG. 4 is a map used for current calculation in the cross gradient current calculation unit shown in FIG. 3 and shows the relationship between the vehicle speed V and the gain G; 図３に示す横断勾配用電流演算部における電流演算に供するマップであり、第１、第２回転角信号θ１，θ２の相対角度差ΔθとゲインＧとの関係を表したものである。FIG. 4 is a map used for current calculation in the cross gradient current calculation section shown in FIG. 3 and shows the relationship between the relative angle difference Δθ between the first and second rotation angle signals θ1 and θ2 and the gain G; 図３に示す横断勾配用電流演算部における電流演算に供するマップであり、ヨーレイトＹとゲインＧとの関係を表したものである。FIG. 4 is a map used for current calculation in the cross gradient current calculation unit shown in FIG. 3 and shows the relationship between yaw rate Y and gain G; 本発明の第１実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートである。It is a flowchart which shows the control content of assist control for cross gradients concerning 1st Embodiment of this invention. トルクセンサ出力信号及び第１、第２回転角信号のタイムチャートである。It is a time chart of a torque sensor output signal and a 1st, 2nd rotation angle signal. 本発明の第２実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートである。It is a flowchart which shows the control content of the assist control for cross gradients concerning 2nd Embodiment of this invention. 本発明の第３実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートである。It is a flowchart which shows the control content of assist control for cross gradients concerning 3rd Embodiment of this invention.
　
　以下、本発明に係る電動パワーステアリング装置等の実施形態を図面に基づいて説明する。なお、下記の各実施形態では、本発明に係る電動パワーステアリング装置等を、従来と同様に、自動車の電動パワーステアリング装置に適用すると共に、外乱の原因として横断勾配路の走行を例に説明する。
Hereinafter, embodiments of an electric power steering apparatus and the like according to the present invention will be described with reference to the drawings. In the following embodiments, the electric power steering apparatus according to the present invention is applied to an electric power steering apparatus for an automobile as in the conventional case, and traveling on a cross slope is taken as an example of the cause of disturbance. .
　図１は、本発明に係る電動パワーステアリング装置のシステム構成の概略を説明するための当該装置の概略図である。 FIG. 1 is a schematic view of an apparatus for explaining an outline of a system configuration of an electric power steering apparatus according to the present invention.
　図示の電動パワーステアリング装置は、一端側がステアリングホイール１と一体回転可能に連係された入力軸２と、一端側がトーションバー４（図２参照）を介して入力軸２の他端側に相対回転可能に連結されると共に、他端側が変換機構であるラック・ピニオン機構ＲＰを介して転舵輪ＷＬ，ＷＲに連係される出力軸３と、入力軸２の外周側に配置され、該入力軸２と出力軸３の相対回転変位量を基に操舵入力トルクを検出するトルクセンサＴＳと、該トルクセンサＴＳや、図示外の操舵角センサ及び車速センサ等の各検出結果に基づいて運転者の操舵トルクに応じた操舵アシストトルクを前記出力軸３へと付与する電動モータ５と、該電動モータ５を駆動制御する電子コントロールユニット６と、から主として構成されている。ここで、前記入力軸２、出力軸３及びラック・ピニオン機構ＲＰによって、本発明に係る操舵機構が構成されている。 The illustrated electric power steering apparatus has an input shaft 2 whose one end is linked to the steering wheel 1 so as to be integrally rotatable, and one end is relatively rotatable to the other end of the input shaft 2 via a torsion bar 4 (see FIG. 2). And the other end side of the output shaft 3 linked to the steered wheels WL and WR via a rack and pinion mechanism RP that is a conversion mechanism, and the input shaft 2 A torque sensor TS for detecting a steering input torque based on the relative rotational displacement amount of the output shaft 3, and the steering torque of the driver based on the detection results of the torque sensor TS, a steering angle sensor and a vehicle speed sensor (not shown), etc. The electric motor 5 applies a steering assist torque corresponding to the output shaft 3 to the output shaft 3, and the electronic control unit 6 controls the drive of the electric motor 5. Here, the input shaft 2, the output shaft 3, and the rack and pinion mechanism RP constitute a steering mechanism according to the present invention.
　前記ラック・ピニオン機構ＲＰは、出力軸３の他端部外周に形成された図示外のピニオン歯と、当該出力軸３の他端部にほぼ直交するかたちで配置されるラック軸７の軸方向所定範囲に形成される図示外のラック歯とが噛合してなるもので、出力軸３の回転方向に応じてラック軸７が軸方向へと移動するようになっている。そして、前記ラック軸７の各端部はそれぞれタイロッド８，８及びナックルアーム９，９を介して転舵輪ＷＲ，ＷＬに連係され、当該ラック軸７が軸方向に移動して前記各タイロッド８，８を介して前記各ナックルアーム９，９が引っ張られることにより、転舵輪ＷＲ，ＷＬの向きが変更されるようになっている。 The rack and pinion mechanism RP includes an unillustrated pinion tooth formed on the outer periphery of the other end portion of the output shaft 3 and an axial direction of the rack shaft 7 arranged in a form substantially orthogonal to the other end portion of the output shaft 3. A rack tooth (not shown) formed in a predetermined range meshes with each other, and the rack shaft 7 moves in the axial direction in accordance with the rotation direction of the output shaft 3. The end portions of the rack shaft 7 are linked to the steered wheels WR and WL via tie rods 8 and 8 and knuckle arms 9 and 9, respectively, and the rack shaft 7 moves in the axial direction so that the tie rods 8 and 8 By pulling the knuckle arms 9 and 9 through 8, the directions of the steered wheels WR and WL are changed.
　図２は、前記トルクセンサＴＳを含む前記入力軸２と出力軸３の連結部近傍に係る縦断面図である。 FIG. 2 is a longitudinal sectional view of the vicinity of the connecting portion between the input shaft 2 and the output shaft 3 including the torque sensor TS.
　前記トルクセンサＴＳは、入力軸２と出力軸３の重合部を包囲するかたちで設けられたケーシングＣＳと、該ケーシングＣＳと入力軸２の間に介装され、入力軸２の回転変位を検出する第１回転角センサＳ１と、前記ケーシングＣＳと出力軸３の間に介装され、出力軸３の回転変位を検出する第２回転角センサＳ２と、から主として構成され、トーションバー４の捩れ変形に基づく入力軸２と出力軸３との相対回転変位量を前記第１、第２回転角センサＳ１，Ｓ２で検出することにより、運転者の操舵操作によって入力される操舵トルクを検出するようになっている。 The torque sensor TS is disposed between the casing CS and the input shaft 2 provided so as to surround the overlapping portion of the input shaft 2 and the output shaft 3, and detects the rotational displacement of the input shaft 2. And a second rotation angle sensor S2 that is interposed between the casing CS and the output shaft 3 and detects the rotational displacement of the output shaft 3, and the torsion bar 4 is twisted. By detecting the relative rotational displacement between the input shaft 2 and the output shaft 3 based on the deformation by the first and second rotational angle sensors S1, S2, the steering torque input by the driver's steering operation is detected. It has become.
　前記第１、第２回転角センサＳ１，Ｓ２は、ともに周知の可変リラクタンス（ＶＲ）型のレゾルバにより構成される。すなわち、第１回転角センサＳ１は、入力軸２の外周面に一体回転可能に外嵌された円環状の第１ロータＳ１ｒと、前記ケーシングＣＳに固定され、前記第１ロータＳ１ｒの外周側に所定隙間を介して径方向に重合するかたちで配設される第１ステータＳ１ｓと、から構成される。同様に、第２回転角センサＳ２も、出力軸３の外周面に一体回転可能に外嵌された円環状の第２ロータＳ２ｒと、前記ケーシングＣＳに固定され、前記第２ロータＳ２ｒの外周側に所定隙間を介して径方向に重合するかたちで配設される第２ステータＳ２ｓと、から構成される。 The first and second rotation angle sensors S1 and S2 are both constituted by a known variable reluctance (VR) type resolver. In other words, the first rotation angle sensor S1 is fixed to the casing CS and the annular first rotor S1r that is externally fitted to the outer peripheral surface of the input shaft 2 so as to rotate integrally therewith, on the outer peripheral side of the first rotor S1r. And a first stator S1s that is arranged in such a manner as to overlap in a radial direction through a predetermined gap. Similarly, the second rotation angle sensor S2 is also an annular second rotor S2r that is externally fitted to the outer peripheral surface of the output shaft 3 so as to be integrally rotatable, and is fixed to the casing CS, and the outer peripheral side of the second rotor S2r. The second stator S2s is arranged in such a manner that it is superposed in the radial direction through a predetermined gap.
　図３は、前記電子コントロールユニット６内の演算回路構成を示す制御ブロック図である。 FIG. 3 is a control block diagram showing a configuration of an arithmetic circuit in the electronic control unit 6.
　前記電子コントロールユニット６は、通常の操舵アシストトルクである基本アシスト電流Ｉｂを演算する基本アシスト電流演算部１０と、入力軸２と出力軸３の回転方向の一致又は不一致を判断する方向一致判断部１１と、後述する第１、第２回転角信号θ１，θ２のいずれの位相が先行しているかを判断する先行位相判断部１２と、前記方向一致判断部１１と前記先行位相判断部１２における判断結果に基づいて後述する正入力又は逆入力を判断する正逆入力判断部１３と、トーションバー４の捩れ方向の反転が生じたか否かを判断する位相変化判断部１４と、前記正逆入力判断部１３及び位相変化判断部１４における判断結果から横断勾配路を走行している状態と判断された場合に前記基本アシスト電流Ｉｂよりも大きな外乱対抗電流である横断勾配用電流Ｉｃを演算する外乱対抗電流演算部としての横断勾配用電流演算部１５と、を備えている。 The electronic control unit 6 includes a basic assist current calculation unit 10 that calculates a basic assist current Ib that is a normal steering assist torque, and a direction coincidence determination unit that determines whether the rotation directions of the input shaft 2 and the output shaft 3 coincide with each other. 11 and a preceding phase determination unit 12 that determines which phase of first and second rotation angle signals θ1 and θ2 to be described later precedes, and a determination in the direction coincidence determination unit 11 and the preceding phase determination unit 12 A forward / reverse input determination unit 13 for determining a normal input or a reverse input, which will be described later, based on the result, a phase change determination unit 14 for determining whether or not a twist direction of the torsion bar 4 has been reversed, and the forward / reverse input determination When it is determined that the vehicle is traveling on a crossing gradient road based on the determination results of the unit 13 and the phase change determination unit 14, the disturbance countercurrent is larger than the basic assist current Ib. A cross gradient current calculation unit 15 as a disturbance counter current calculation unit for calculating a certain cross gradient current Ic.
　なお、図３中における符号１６は、車速センサ（図示外）による車速信号Ｖ及びヨーレイトセンサ（図示外）によるヨーレイト信号Ｙを基づき、第１回転角センサＳ１の中立位置からのオフセット量をゼロに補正する操舵角補正部である。この操舵角補正部１６では、第１回転角センサＳ１によって第１回転角θ１が検出されても、後述のように車速信号Ｖが閾値Ｖｘ以上である場合には、横断勾配路を直進走行中であるとして、先に検出した第１回転角θ１をゼロに補正する。 Note that reference numeral 16 in FIG. 3 indicates that the offset amount from the neutral position of the first rotation angle sensor S1 is zero based on the vehicle speed signal V from the vehicle speed sensor (not shown) and the yaw rate signal Y from the yaw rate sensor (not shown). This is a steering angle correction unit for correction. Even if the first rotation angle sensor S1 detects the first rotation angle θ1, the steering angle correction unit 16 is traveling straight on a crossing gradient road if the vehicle speed signal V is greater than or equal to a threshold value Vx as described later. As a result, the first rotation angle θ1 detected earlier is corrected to zero.
　前記基本アシスト電流演算部１０は、車両運転状態、すなわちトルクセンサＴＳの出力信号Ｔｒ、第１回転角信号受信部（図示外）を介して受信した第１回転角センサＳ１の出力信号である第１回転角信号θ１、第２回転角信号受信部（図示外）を介して受信した第２回転角センサＳ２の出力信号である第２回転角信号θ２及び車速センサの出力信号Ｖ等に基づき、電動モータ５への指令電流であって前記操舵アシストトルクのベースとなる基本アシスト電流Ｉｂを演算する。 The basic assist current calculation unit 10 is the vehicle driving state, that is, the output signal Tr of the torque sensor TS, and the output signal of the first rotation angle sensor S1 received via the first rotation angle signal receiving unit (not shown). Based on the first rotation angle signal θ1, the second rotation angle signal θ2 that is the output signal of the second rotation angle sensor S2 received via the second rotation angle signal receiver (not shown), the output signal V of the vehicle speed sensor, etc. A basic assist current Ib that is a command current to the electric motor 5 and serves as a base of the steering assist torque is calculated.
　前記方向一致判断部１１は、第１回転角信号θ１を時間微分演算することにより得られる第１回転角速度信号ω１と、第２回転角信号θ２を時間微分演算することにより得られる第２回転角速度信号ω２と、に基づいて、入力軸２の回転方向と出力軸３の回転方向とが一致しているか否かを判断する。 The direction coincidence determination unit 11 obtains a first rotational angular velocity signal ω1 obtained by time-differentiating the first rotational angle signal θ1 and a second rotational angular velocity obtained by time-differentiating the second rotational angle signal θ2. Based on the signal ω 2, it is determined whether or not the rotation direction of the input shaft 2 and the rotation direction of the output shaft 3 coincide with each other.
　前記先行位相判断部１２は、第１、第２回転角信号θ１，θ２の各変化量に基づいて、第１、第２回転角信号θ１，θ２のいずれの位相が先行しているかを判断する。具体的には、第１、第２回転角信号θ１，θ２の各変化量を基に第１、第２回転角信号θ１，θ２の各位相を推定し、これら両位相を比較することにより、当該第１、第２回転角信号θ１，θ２の位相先行判断を行う。 The preceding phase determination unit 12 determines which phase of the first and second rotation angle signals θ1 and θ2 is ahead based on the amount of change in each of the first and second rotation angle signals θ1 and θ2. . Specifically, by estimating each phase of the first and second rotation angle signals θ1 and θ2 based on the amount of change in each of the first and second rotation angle signals θ1 and θ2, and comparing these two phases, The phase advance judgment of the first and second rotation angle signals θ1 and θ2 is performed.
　前記正逆入力判断部１３は、トーションバー４の捩れが、入力軸２側からの意図的な入力によって発生した、すなわち正入力（以下、単に「正入力」と称する。）によるものであるか、又は出力軸３側からの意図しない入力によって発生した、逆入力（以下、単に「逆入力」と称する。）によるものであるかを判断する。 Whether the torsion bar 4 is twisted by intentional input from the input shaft 2 side, that is, whether it is due to a positive input (hereinafter simply referred to as “positive input”). Or a reverse input (hereinafter simply referred to as “reverse input”) generated by an unintended input from the output shaft 3 side.
　なお、図３中の符号Ｆ１，Ｆ２は、いずれも周知のローパスフィルタであり、前記正逆入力判断部１３では、当該各ローパスフィルタＦ１，Ｆ２を通過した前記各回転角信号θ１，θ２に基づいて、トーションバー４の捩れが正入力によるものか逆入力によるものかを判断している。 3 are both known low-pass filters, and the forward / reverse input determination unit 13 is based on the rotation angle signals θ1 and θ2 that have passed through the low-pass filters F1 and F2. Thus, it is determined whether the torsion bar 4 is twisted by a positive input or a reverse input.
　前記位相変化判断部１４は、第１回転角信号θ１を基に得られた第１回転角変化量Δθ１と、第２回転角信号θ２を基に得られた第２回転角変化量Δθ２と、に基づいて、前述したような位相先行判断をもって第２回転角信号θ２の位相先行が継続しているか否か、すなわちトーションバー４の捩れ方向の反転が発生したか否かを判断する。 The phase change determination unit 14 includes a first rotation angle change amount Δθ1 obtained based on the first rotation angle signal θ1, a second rotation angle change amount Δθ2 obtained based on the second rotation angle signal θ2, and Based on the above, it is determined whether or not the phase leading of the second rotation angle signal θ2 is continued by the phase leading determination as described above, that is, whether or not the twist direction of the torsion bar 4 has been reversed.
　前記横断勾配用電流演算部１５は、前記正逆入力判断部１３によって逆入力と判断され、かつ、前記位相変化判断部１４によってトーションバー４の捩れ方向の反転が発生していない状態が継続していると判断された際に、後述する図４～図６に示すマップに基づいて、前記基本アシスト電流Ｉｂよりも大きな横断勾配用電流Ｉｃを演算する。具体的には、前記基本アシスト電流Ｉｂに、後述する図４～図６に示すマップに基づいて得られるゲインＧを乗算することで、当該横断勾配用電流Ｉｃが求められる。なお、この横断勾配用電流Ｉｃについては、トーションバー４の捩れ方向が反転しない大きさに設定されている。 The state in which the cross gradient current calculation unit 15 is determined to be reverse input by the forward / reverse input determination unit 13 and the phase change determination unit 14 has not reversed the twist direction of the torsion bar 4 continues. When it is determined that the current value is greater than the basic assist current Ib, the cross-gradient current Ic is calculated based on the maps shown in FIGS. Specifically, the cross-gradient current Ic is obtained by multiplying the basic assist current Ib by a gain G obtained on the basis of maps shown in FIGS. The transverse gradient current Ic is set to a magnitude that does not reverse the twist direction of the torsion bar 4.
　図４は、横断勾配用電流演算部１５における電流演算に供するマップであり、車両速度ＶとゲインＧとの関係を表したものである。 FIG. 4 is a map used for the current calculation in the cross gradient current calculation unit 15 and shows the relationship between the vehicle speed V and the gain G.
　図示のように、前記電動パワーステアリング装置においては、車両信号Ｖが高いほどゲインＧが小さくなるように設定されることによって、該車両信号Ｖが示す車両速度が高いほど横断勾配用電流Ｉｃが小さくなるように演算される。すなわち、車両速度が高いほど操舵負荷は低減することになるため、当該設定とすることによって、車両速度に応じたアシスト制御が可能となっている。 As shown in the drawing, in the electric power steering apparatus, the gain G is set to be smaller as the vehicle signal V is higher, so that the cross gradient current Ic is smaller as the vehicle speed indicated by the vehicle signal V is higher. It is calculated as follows. That is, since the steering load is reduced as the vehicle speed is higher, the assist control according to the vehicle speed is possible by using this setting.
　図５は、横断勾配用電流演算部１５における電流演算に供するマップであり、第１、第２回転角信号θ１，θ２の相対角度差ΔθとゲインＧとの関係を表したものである。 FIG. 5 is a map used for current calculation in the cross gradient current calculation unit 15, and shows the relationship between the relative angle difference Δθ between the first and second rotation angle signals θ1 and θ2 and the gain G.
　図示のように、前記電動パワーステアリング装置では、第１回転角信号θ１と第２回転角信号θ２の相対角度差Δθ（｜θ２－θ１｜）が高いほどゲインＧが大きくなるように設定されることによって、該相対角度差Δθが高いほど横断勾配用電流Ｉｃが大きくなるように演算される。すなわち、相対角度差Δθが大きいほど、トーションバー４が捩られ、操舵負荷が大きくなることから、当該設定とすることによって、操舵負荷に応じたアシスト制御が可能となっている。 As shown in the figure, in the electric power steering apparatus, the gain G is set to increase as the relative angle difference Δθ (| θ2−θ1 |) between the first rotation angle signal θ1 and the second rotation angle signal θ2 increases. Thus, the cross gradient current Ic increases as the relative angle difference Δθ increases. That is, as the relative angle difference Δθ is larger, the torsion bar 4 is twisted and the steering load becomes larger, so that the assist control according to the steering load is possible by setting this setting.
　図６は、横断勾配用電流演算部１５における電流演算に供するマップであり、ヨーレイトＹとゲインＧとの関係を表したものである。 FIG. 6 is a map used for current calculation in the current calculating unit 15 for cross gradient, and shows the relationship between the yaw rate Y and the gain G.
　図示のように、前記電動パワーステアリング装置では、ヨーレイト信号Ｙが高いほどゲインＧが大きくなるように設定されることによって、該ヨーレイト信号Ｙが示す車両のヨーモーメントが大きいほど横断勾配用電流Ｉｃが大きくなるように演算される。これによって、例えば横風の影響など、当該ヨーモーメントの増大による運転者の操舵負荷を軽減することが可能となっている。 As shown in the figure, in the electric power steering apparatus, the gain G is set to increase as the yaw rate signal Y increases, so that the cross gradient current Ic increases as the vehicle yaw moment indicated by the yaw rate signal Y increases. It is calculated so as to increase. This makes it possible to reduce the driver's steering load due to an increase in the yaw moment, such as the influence of cross wind.
　図７は、本発明の第１実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートである。 FIG. 7 is a flowchart showing the control contents of the assist control for cross gradient according to the first embodiment of the present invention.
　すなわち、まず、前記横断勾配用アシスト制御が継続中であるか否かを判断して（ステップＳ１０１）、当該制御継続中と判断された場合には、後述するステップＳ１０８へと移行する。一方、前記ステップＳ１０１において、横断勾配用アシスト制御は継続していないと判断された場合は、続いて第１、第２回転角信号θ１，θ２を読み込み（ステップＳ１０２）、該第１、第２回転角信号θ１，θ２に基づいて第１、第２回転角速度信号ω１，ω２を演算した後（ステップＳ１０３）、該第１、第２回転角速度信号ω１，ω２を基に、方向一致判断部１１において第１回転角信号θ１と第２回転角信号θ２の回転方向が一致するか否かを判断する（ステップＳ１０４）。 That is, first, it is determined whether or not the cross slope assist control is continuing (step S101), and if it is determined that the control is continuing, the process proceeds to step S108 described later. On the other hand, if it is determined in step S101 that the assist control for cross gradient is not continued, the first and second rotation angle signals θ1 and θ2 are read (step S102), and the first and second After calculating the first and second rotational angular velocity signals ω1 and ω2 based on the rotational angle signals θ1 and θ2 (step S103), the direction coincidence determining unit 11 is based on the first and second rotational angular velocity signals ω1 and ω2. In step S104, it is determined whether or not the rotation directions of the first rotation angle signal θ1 and the second rotation angle signal θ2 match.
　前記ステップＳ１０４において、前記第１、第２回転角信号θ１，θ２の両回転方向が一致しないと判断された場合には、基本アシスト電流演算部１０にて基本アシスト電流Ｉｂを演算して、これを電流指令値Ｉｏとしてモータ駆動部へと出力することによって、本プログラムが終了する。（ステップＳ１０５）。一方、前記第１、第２回転角信号θ１，θ２の両回転方向が一致と判断された場合には、先行位相判断部１２において、第１、第２回転角信号θ１，θ２の変化量を演算した後（ステップＳ１０６）、これを基に、第２回転角信号θ２が閾値θｘ２以上、かつ、第２回転角信号θ２の位相が先行しているか否かを判断する（ステップＳ１０７）。 In step S104, when it is determined that the rotation directions of the first and second rotation angle signals θ1 and θ2 do not coincide with each other, the basic assist current calculation unit 10 calculates the basic assist current Ib. Is output to the motor drive unit as a current command value Io, and this program ends. (Step S105). On the other hand, if it is determined that the rotation directions of the first and second rotation angle signals θ1 and θ2 match, the preceding phase determination unit 12 determines the amount of change in the first and second rotation angle signals θ1 and θ2. After the calculation (step S106), based on this, it is determined whether or not the second rotation angle signal θ2 is equal to or greater than the threshold θx2 and the phase of the second rotation angle signal θ2 is ahead (step S107).
　前記ステップＳ１０７において、Ｎｏと判断された場合には、前記基本アシスト電流Ｉｂに基づく通常のアシスト制御が行われる（ステップＳ１０５）。一方、Ｙｅｓ（第２回転角信号θ２が閾値θｘ２以上、かつ、第２回転角信号θ２の位相が先行）と判断された場合には、正逆入力判断部１３にて逆入力によるものと判断され、車速信号Ｖを読み込んだ後（ステップＳ１０８）、これを基に、車速信号Ｖが閾値Ｖｘ以上、かつ、第１回転角信号θ１が閾値θｘ１以下であるか否かを判断する（ステップＳ１０９）。 If it is determined No in step S107, normal assist control based on the basic assist current Ib is performed (step S105). On the other hand, when it is determined Yes (the second rotation angle signal θ2 is equal to or greater than the threshold θx2 and the phase of the second rotation angle signal θ2 precedes), the forward / reverse input determination unit 13 determines that the input is due to reverse input. After reading the vehicle speed signal V (step S108), based on this, it is determined whether the vehicle speed signal V is equal to or greater than the threshold value Vx and the first rotation angle signal θ1 is equal to or less than the threshold value θx1 (step S109). ).
　前記ステップＳ１０９において、Ｎｏと判断された場合には、前記基本アシスト電流Ｉｂに基づく通常のアシスト制御が行われる（ステップＳ１０５）。一方、Ｙｅｓ（車速信号Ｖが閾値Ｖｘ以上、かつ、第１回転角信号θ１が閾値θｘ１以下）と判断された場合には、位相変化判断部１４で、第２回転角信号θ２の位相先行が継続しているか否かを判断する（ステップＳ１１０）。ここで、Ｎｏと判断された場合には前記基本アシスト電流Ｉｂに基づく通常のアシスト制御が行われ（ステップＳ１０５）、Ｙｅｓ（第２回転角信号θ２の位相先行が継続中）と判断された場合には、横断勾配用電流演算部１５において、前記基本アシスト電流Ｉｂよりも大きな横断勾配用電流Ｉｃを演算して、これを電流指令値Ｉｏとしてモータ駆動部へと出力することによって（ステップＳ１１１）、本プログラムが終了する。 If it is determined No in step S109, normal assist control based on the basic assist current Ib is performed (step S105). On the other hand, when it is determined that Yes (the vehicle speed signal V is equal to or greater than the threshold value Vx and the first rotation angle signal θ1 is equal to or less than the threshold value θx1), the phase change determination unit 14 determines that the phase leading of the second rotation angle signal θ2 is present. It is determined whether or not it continues (step S110). Here, when it is determined No, normal assist control based on the basic assist current Ib is performed (step S105), and when Yes (the phase leading of the second rotation angle signal θ2 is continuing) is determined. In this case, the cross gradient current calculation section 15 calculates a cross gradient current Ic larger than the basic assist current Ib, and outputs this to the motor drive section as a current command value Io (step S111). This program ends.
　図８は、トルクセンサＴＳの出力信号Ｔｒ及び第１、第２回転角信号θ１，θ２のタイムチャートである。なお、図中では、正（上半側）の領域を左操舵とし、負（下半側）の領域を右操舵としており、図中の細実線がトルクセンサＴＳの出力信号Ｔｒを、太破線が第１回転角信号θ１を、太実線が第２回転角信号θ２を、それぞれ表している。 FIG. 8 is a time chart of the output signal Tr of the torque sensor TS and the first and second rotation angle signals θ1 and θ2. In the drawing, the positive (upper half side) region is set to the left steering, and the negative (lower half side) region is set to the right steering. The thin solid line in the drawing indicates the output signal Tr of the torque sensor TS and the thick broken line. Represents the first rotation angle signal θ1, and the thick solid line represents the second rotation angle signal θ2.
　まず、区間Ｔ１では、第２回転角信号θ２が左方向に変化することに伴って第１回転角信号θ１も左方向に変化するといった逆入力による左方向の転舵が発生するが、かかる逆入力に対抗する右方向の操舵力を加えることでほぼ中立状態に戻っている。これは、段差など路面側からの一時的な逆入力が発生したものであり、かかる状態では、第１、第２回転角信号θ１，θ２の両回転方向が一致し、かつ、第２回転角信号θ２の位相が先行した状態となるものの、該第２回転角信号θ２の位相先行状態は継続されないことから、通常のアシスト制御が行われることになる。 First, in the section T1, leftward turning occurs due to reverse input such that the first rotation angle signal θ1 also changes to the left as the second rotation angle signal θ2 changes to the left. By applying a steering force in the right direction against the input, the vehicle is almost neutral. This is a temporary reverse input from the road surface side such as a step, and in such a state, both rotation directions of the first and second rotation angle signals θ1 and θ2 coincide with each other and the second rotation angle. Although the phase of the signal θ2 is advanced, the phase advance state of the second rotation angle signal θ2 is not continued, so that normal assist control is performed.
　続いて、区間Ｔ２では、前述したように第２回転角信号θ２が左方向に先行して変化する逆入力が発生するものの、該逆入力に対して第１回転角信号θ１は追従せず、両回転角信号θ１，θ２の回転方向は一致しないことから、前記通常のアシスト制御が継続され、区間Ｔ３では、先行して右方向へと変化する第２回転角信号θ２に第１回転角信号θ１が追従して右方向に変化することで、第１、第２回転角信号θ１，θ２の両回転方向は一致することになるが、第２回転角信号θ２が閾値θｘ２よりも小さい状態となっていることで、同制御がさらに継続されることとなる。 Subsequently, in the section T2, as described above, a reverse input in which the second rotation angle signal θ2 changes in the left direction is generated, but the first rotation angle signal θ1 does not follow the reverse input, Since the rotation directions of the two rotation angle signals θ1 and θ2 do not coincide with each other, the normal assist control is continued, and in the section T3, the first rotation angle signal θ2 is changed to the second rotation angle signal θ2 that changes to the right in advance. As θ1 follows and changes to the right, both the first and second rotation angle signals θ1 and θ2 coincide with each other, but the second rotation angle signal θ2 is smaller than the threshold θx2. As a result, the same control is further continued.
　一方、区間Ｔ４では、第２回転角信号θ２が右方向に大きく変化することに伴って第１回転角信号θ１も右方向に大きく変化するといった逆入力に基づく右方向転舵が行われて、その後、かかる逆入力転舵に対抗する左方向の操舵力を加えることで、該左方向の操舵状態のまま維持されることとなる。これは、右側（路肩側）に傾斜した横断勾配路の走行が始まったことで、該横断勾配路を走行している間は前記横断勾配に基づく意図しない転舵を相殺するために反転舵方向（左方向）の操舵状態を維持したものである。かかる状態では、第１、第２回転角信号θ１，θ２の両回転方向が一致し、第２回転角信号θ２が閾値θｘ２よりも大きく、かつ、第２回転角信号θ２の位相が先行した状態にあると共に、車速信号Ｖが閾値Ｖｘ以上（図示外）、かつ、第１回転角信号θ１が閾値θｘ１以下となることにより、前記横断勾配用アシスト制御が実行されることとなる。 On the other hand, in the section T4, rightward steering based on reverse input is performed such that the first rotation angle signal θ1 also changes significantly in the right direction as the second rotation angle signal θ2 changes significantly in the right direction. Thereafter, by applying a leftward steering force against the reverse input turning, the leftward steering state is maintained. This is because traveling on a cross slope road inclined to the right side (shoulder side) has started, and while traveling on the cross slope road, in order to cancel unintentional steering based on the cross slope, the reverse steering direction (Left direction) Steering state is maintained. In such a state, the rotation directions of the first and second rotation angle signals θ1 and θ2 coincide, the second rotation angle signal θ2 is larger than the threshold value θx2, and the phase of the second rotation angle signal θ2 is preceded. When the vehicle speed signal V is equal to or higher than the threshold value Vx (not shown) and the first rotation angle signal θ1 is equal to or lower than the threshold value θx1, the cross gradient assist control is executed.
　その後、区間Ｔ５では、前記第１回転角信号θ１に基づいて第２回転角信号θ２が左方向に変化するといった正入力に基づく左方向転舵が発生し、第１、第２回転角信号θ１，θ２の位相が逆転する、すなわち第１回転角信号θ１の位相が先行することになる。これは、前記横断勾配が終了したことによって、該横断勾配に対抗する前記左方向操舵に転舵輪が追従したものであり、かかる状態では、第２回転角信号θ２の位相先行が継続されないことから、前記横断勾配用アシスト制御が終了し、通常のアシスト制御へと移行することとなる。 Thereafter, in the section T5, leftward turning based on a positive input in which the second rotation angle signal θ2 changes to the left based on the first rotation angle signal θ1 occurs, and the first and second rotation angle signals θ1. , Θ2 are reversed, that is, the phase of the first rotation angle signal θ1 is preceded. This is because the steered wheel follows the leftward steering that opposes the cross slope when the cross slope is finished, and in this state, the phase leading of the second rotation angle signal θ2 is not continued. Then, the assist control for the cross gradient is finished, and the routine shifts to the normal assist control.
　以上のように、前記電動パワーステアリング装置によれば、方向一致判断部１１において第１、第２回転角信号θ１，θ２の両回転方向が一致すると判断され、かつ、先行位相判断部１２によって第２回転角信号の位相が先行すると判断され、位相変化判断部において前記第２回転角信号θ２の位相先行状態が継続していると判断された場合には、基本アシスト電流Ｉｂよりも大きな横断勾配用電流Ｉｃを電流指令値Ｉｏとしてモータ駆動部へと出力する構成としたことで、第１、第２回転角信号θ１，θ２のみで横断勾配路走行に基づく斜行状態を高い精度で判断し、補助可能となって、運転者の操舵負荷を適切に軽減することができる。 As described above, according to the electric power steering device, the direction coincidence determining unit 11 determines that both the rotation directions of the first and second rotation angle signals θ1 and θ2 coincide with each other, and the preceding phase determining unit 12 performs the first operation. When it is determined that the phase of the two rotation angle signals precedes, and the phase change determination unit determines that the phase advance state of the second rotation angle signal θ2 continues, a transverse gradient greater than the basic assist current Ib. With this configuration, the current Ic is output to the motor drive unit as the current command value Io, so that the skew state based on the cross slope traveling can be determined with high accuracy only by the first and second rotation angle signals θ1 and θ2. Assistance is enabled, and the driver's steering load can be reduced appropriately.
　なお、この際、前記横断勾配用電流Ｉｃについて、トーションバー４の捩れ方向が反転しない大きさに設定したことで、前述した横断勾配用アシスト制御がキャンセルされることなく、運転者に対する適度な操舵アシスト制御を行うことが可能となっている。 At this time, the transverse gradient current Ic is set to a magnitude that does not reverse the torsion direction of the torsion bar 4, so that the above-described transverse gradient assist control is not canceled, and the driver can appropriately steer. Assist control can be performed.
　さらに、前記横断勾配用アシスト制御の実行判断に際して、前記条件に加え、車速信号Ｖが閾値Ｖｘ以上のときにのみ当該横断勾配用アシスト制御を行う構成としたことから、車両速度が低く横断勾配による影響が小さい状態においてアシスト過多となってしまうおそれもなく、良好な操舵アシスト制御の実現に供される。 Further, in determining whether to execute the cross slope assist control, in addition to the above conditions, the cross slope assist control is performed only when the vehicle speed signal V is equal to or higher than the threshold value Vx. There is no risk of excessive assist in a state where the influence is small, and it is possible to realize good steering assist control.
　また、前記正逆入力判断部１３では、前記各ローパスフィルタＦ１，Ｆ２を通過した第１、第２回転角信号θ１，θ２を基に、トーションバー４の捩れが正入力によるものか逆入力によるものかを判断する構成としたことから、特に悪路走行時など各回転角信号θ１，θ２に大きなノイズを伴うような場合でも、当該正逆入力判断部１３における誤判断が抑制され、安定性の高いアシスト制御を行うことができる。 The forward / reverse input determination unit 13 determines whether the torsion bar 4 is twisted by a positive input or a reverse input based on the first and second rotation angle signals θ1 and θ2 that have passed through the low-pass filters F1 and F2. Since it is configured to determine whether or not the vehicle is traveling, it is possible to suppress erroneous determination in the forward / reverse input determination unit 13 even when the rotation angle signals θ1 and θ2 are accompanied by large noise, particularly when traveling on a rough road. High assist control can be performed.
　さらに、前記操舵角補正部１６では、第１回転角センサＳ１により第１回転角θ１が検出される場合でも、車両速度（車速信号Ｖ）が閾値Ｖｘ以上である場合には、横断勾配路を直進走行中であるとして、先に検出した前記第１回転角θ１をゼロに補正したうえで横断勾配用アシスト制御が行われることから、第１回転角信号θ１の精度を向上させ、前記横断勾配用アシスト制御の誤判断の抑制に供される。 Further, in the steering angle correction unit 16, even when the first rotation angle θ1 is detected by the first rotation angle sensor S1, if the vehicle speed (vehicle speed signal V) is equal to or higher than the threshold value Vx, the crossing gradient road is used. Since it is assumed that the vehicle is traveling straight ahead, the first gradient angle θ1 detected previously is corrected to zero and the assist control for the transverse gradient is performed. Therefore, the accuracy of the first rotation angle signal θ1 is improved, and the transverse gradient is improved. This is used to suppress misjudgment of the assist control.
　図９は、本発明の第２実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートであって、前記第１実施形態の横断勾配用アシスト制御フローにおける横断勾配用アシスト制御の継続判断方法を変更したものである。 FIG. 9 is a flowchart showing the control content of the assist control for cross gradient according to the second embodiment of the present invention, and a method for continuously determining the assist control for cross gradient in the assist control flow for cross gradient according to the first embodiment. Is a change.
　すなわち、本実施形態に係る横断勾配用アシスト制御フローでは、ステップＳ２０１～Ｓ２０９では前記ステップＳ１０１～Ｓ１０９と同一の処理を行い、ステップＳ２１０において、第１回転角信号θ１が第２回転角信号θ２よりも大きいものとなっているとき、車両が横断勾配路を直進走行中であるか、又は旋回半径の外側が内側よりも低く形成された路面を走行中であると判断して、前記横断勾配用アシスト制御を実行することとしている（ステップＳ２１１）。 That is, in the cross gradient assist control flow according to the present embodiment, the same processing as in steps S101 to S109 is performed in steps S201 to S209, and in step S210, the first rotation angle signal θ1 is changed from the second rotation angle signal θ2. If the vehicle is traveling straight on a cross-gradient road or is traveling on a road surface whose outside of the turning radius is lower than the inside, Assist control is to be executed (step S211).
　以上のことから、本実施形態によっても、走行中の路面の状況に応じた適切な操舵アシストを行うことが可能となり、前記第１実施形態と同様の作用効果が奏せられる。 As described above, according to this embodiment, it is possible to perform appropriate steering assist according to the road surface condition during traveling, and the same effects as those of the first embodiment can be achieved.
　図１０は、本発明の第３実施形態に係る横断勾配用アシスト制御の制御内容を示すフローチャートであって、前記第１実施形態の横断勾配用アシスト制御フローにおける横断勾配用アシスト制御の継続判断方法を変更したものである。 FIG. 10 is a flowchart showing the control content of the assist control for cross gradient according to the third embodiment of the present invention, and a method for continuously determining assist control for cross gradient in the assist control flow for cross gradient according to the first embodiment. Is a change.
　すなわち、本実施形態に係る横断勾配用アシスト制御フローでは、ステップＳ３０１～Ｓ３０９においては前記第１実施形態に係る制御フローのステップＳ１０１～Ｓ１０９と同一の処理を行った後、位相変化判断部１４において、ヨーレイト信号Ｙを読み込んだ後（ステップＳ３１０）、該ヨーレイト信号Ｙが閾値Ｙｘ以下であるか否かを判断する（ステップＳ３１１）。ここで、Ｎｏの場合は、旋回半径の外側が内側よりも低く形成された路面を走行中であると判断して通常のアシスト制御が行われる一方（ステップＳ３０５）、Ｙｅｓの場合には、横断勾配路を直進走行中であると判断して前記横断勾配用アシスト制御を実行することとしている（ステップＳ３１２）。 That is, in the assist control flow for cross gradient according to the present embodiment, in steps S301 to S309, after performing the same processing as steps S101 to S109 of the control flow according to the first embodiment, the phase change determination unit 14 Then, after reading the yaw rate signal Y (step S310), it is determined whether or not the yaw rate signal Y is equal to or less than the threshold value Yx (step S311). Here, in the case of No, it is determined that the vehicle is traveling on a road surface in which the outside of the turning radius is formed lower than the inside, and normal assist control is performed (step S305). It is determined that the vehicle is traveling straight on a gradient road, and the assist control for crossing gradient is executed (step S312).
　以上のことから、本実施形態では、ヨーレイト信号Ｙ（車両に発生したヨーモーメント）によって２つの走行状態を判断でき、該走行状態に応じた適切な操舵アシストが可能となる結果、前記第１実施形態と同様の作用効果が奏せられる。 From the above, in the present embodiment, the two running states can be determined based on the yaw rate signal Y (the yaw moment generated in the vehicle), and appropriate steering assist according to the running state can be performed. The effect similar to a form is show | played.
　本発明は、前記各実施形態の構成に限定されるものではなく、本発明の趣旨を逸脱しない範囲内で、適用対象たる電動パワーステアリング装置の仕様等に応じて自由に変更することができる。 The present invention is not limited to the configuration of each of the embodiments described above, and can be freely changed in accordance with the specifications of the electric power steering device to be applied without departing from the spirit of the present invention.
　特に、前記各実施形態では、外乱による斜行の原因の一例として横断勾配路による斜行を例示したが、前記横断勾配用アシスト制御は、前記横断勾配路による斜行のほか、例えばカント路など他の路面の継続的な外乱による斜行や、路面以外の外乱である横風による斜行に対しても適用可能である。 In particular, in each of the above-described embodiments, as an example of the cause of the skew due to the disturbance, the skew due to the cross gradient road is exemplified. The present invention can also be applied to a skew caused by a continuous disturbance on another road surface and a skew caused by a cross wind that is a disturbance other than the road surface.
　さらには、前記横断勾配用電流Ｉｃの演算についても、前記各実施形態では基本アシスト電流Ｉｂに前記ゲインＧを乗算する形態をとっているが、かかる形態のほか、例えば基本アシスト電流Ｉｂに横断勾配用電流Ｉｃを加算する等の他の補正方法や、補正ではなくアシスト特性マップ自体を切り替える方法等、いかなる方法であってもよい。 Furthermore, the calculation of the current Ic for cross gradient also takes the form of multiplying the basic assist current Ib by the gain G in each of the above embodiments. Any correction method may be used such as another correction method such as adding the current Ic for use, or a method of switching the assist characteristic map itself instead of the correction.
　以下、前記各実施形態から把握される特許請求の範囲に記載した以外の技術的思想について説明する。 Hereinafter, technical ideas other than those described in the scope of claims understood from the respective embodiments will be described.
　（ａ）請求項２に記載の電動パワーステアリング装置において、
　前記外乱対抗電流は、車両のヨーモーメントが大きいほど大きくなるように演算されることを特徴とする電動パワーステアリング装置。 (A) In the electric power steering apparatus according to claim 2,
The electric power steering apparatus according to claim 1, wherein the disturbance countercurrent is calculated so as to increase as the yaw moment of the vehicle increases.
　かかる構成とすることで、ヨーモーメントに対するアシスト量の付加が可能となって、運転者の操舵負荷の軽減に供される。 With this configuration, it is possible to add an assist amount to the yaw moment, which serves to reduce the driver's steering load.
　（ｂ）請求項１に記載の電動パワーステアリング装置において、
　前記正逆入力判断部は、ローパスフィルタを通過した前記第１回転角信号と前記第２回転角信号とに基づいて、前記トーションバーの捩れが前記正入力によるものか前記逆入力によるものかを判断することを特徴とする電動パワーステアリング装置。 (B) In the electric power steering apparatus according to claim 1,
The forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter. An electric power steering device characterized by determining.
　このように、ローパスフィルタでもって高周波成分を除去することにより、悪路走行時の誤判断を抑制し、安定性の高いアシスト制御が可能となる。 Thus, by removing high-frequency components with a low-pass filter, it is possible to suppress misjudgment when driving on rough roads and perform highly stable assist control.
　（ｃ）請求項１に記載の電動パワーステアリング装置において、
　前記位相変化判断部は、前記第１回転角信号が前記第２回転角信号よりも大きいとき、車両が横断勾配付き路面を直進走行中であるか、又は旋回半径の外側が内側よりも低く形成された路面を走行中であると判断し、
　前記外乱対抗電流演算部は、前記位相変化判断部の判断結果に基づき、前記外乱対抗電流を補正することを特徴とする電動パワーステアリング装置。 (C) In the electric power steering apparatus according to claim 1,
When the first rotation angle signal is larger than the second rotation angle signal, the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running,
The electric disturbance steering current correction unit corrects the disturbance resistance current based on a determination result of the phase change determination unit.
　かかる構成とすることで、走行路面の状況に応じた操舵アシストを行うことが可能となる。 Such a configuration makes it possible to perform steering assist according to the condition of the road surface.
　（ｄ）前記（ｃ）に記載の電動パワーステアリング装置において、
　前記位相変化判断部は、車両のヨーモーメントが所定値以下の場合には、前記横断勾配付き路面を直進走行中であると判断し、前記ヨーモーメントが前記所定値より大きい場合には、旋回半径の外側が内側よりも低く形成された路面を走行中であると判断することを特徴とする電動パワーステアリング装置。 (D) In the electric power steering device according to (c),
When the yaw moment of the vehicle is less than or equal to a predetermined value, the phase change determination unit determines that the vehicle is traveling straight on the road surface with a cross slope, and when the yaw moment is greater than the predetermined value, the turning radius An electric power steering device characterized in that it is determined that the vehicle is traveling on a road surface formed such that the outside of the vehicle is lower than the inside.
　かかる構成によれば、ヨーモーメントに基づいて前記２つの走行状態を判断でき、該走行状態に応じた適切な操舵アシストが可能となる。 According to such a configuration, the two traveling states can be determined based on the yaw moment, and appropriate steering assist according to the traveling state can be performed.
　（ｅ）請求項１に記載の電動パワーステアリング装置において、
　前記電子コントロールユニットは、前記第１回転角センサ及び前記第２回転角センサの中立位置からのオフセット量を補正する補正回路部を有することを特徴とする電動パワーステアリング装置。 (E) In the electric power steering apparatus according to claim 1,
The electric power steering apparatus, wherein the electronic control unit includes a correction circuit unit that corrects an offset amount from a neutral position of the first rotation angle sensor and the second rotation angle sensor.
　かかる構成によれば、前記補正回路部により第１、第２回転角センサの精度の向上が図れ、誤判断の抑制に供される。 According to such a configuration, the correction circuit unit can improve the accuracy of the first and second rotation angle sensors, and can be used to suppress erroneous determination.
　（ｆ）請求項６に記載の電動パワーステアリング装置の制御装置において、
　前記外乱対抗電流は、前記トーションバーの捩れ方向が反転しない大きさに設定されていることを特徴とする電動パワーステアリング装置の制御装置。 (F) In the control device for the electric power steering device according to claim 6,
The control device for an electric power steering apparatus, wherein the disturbance countercurrent is set to a magnitude that does not reverse the twisting direction of the torsion bar.
　かかる構成とすることで、外乱対抗アシスト制御がキャンセルされることなく、運転者に対する適度な操舵アシスト制御が可能となる。 With such a configuration, it is possible to perform appropriate steering assist control for the driver without canceling the disturbance countermeasure assist control.
　（ｇ）前記（ｆ）に記載の電動パワーステアリング装置の制御装置において、
　前記外乱対抗電流は、車両速度が高いほど小さくなるように演算されることを特徴とする電動パワーステアリング装置の制御装置。 (G) In the control device for the electric power steering device according to (f),
The control device for an electric power steering apparatus, wherein the disturbance countercurrent is calculated so as to decrease as the vehicle speed increases.
　車両速度が高いほど操舵負荷は低減することになるため、当該構成により、車両速度に応じたアシスト制御が可能となる。 Since the steering load is reduced as the vehicle speed is higher, assist control according to the vehicle speed is possible with this configuration.
　（ｈ）前記（ｆ）に記載の電動パワーステアリング装置の制御装置において、
　前記外乱対抗電流は、前記第１回転角信号と前記第２回転角信号との差が大きいほど大きくなるように演算されることを特徴とする電動パワーステアリング装置の制御装置。 (H) In the control device for the electric power steering device according to (f),
The control device for an electric power steering apparatus, wherein the disturbance countercurrent is calculated so as to increase as a difference between the first rotation angle signal and the second rotation angle signal increases.
　相対角度差が大きいほどトーションバーが捩れ、操舵負荷が大きくなることから、当該操舵負荷に応じたアシスト制御が可能になる。 ¡The torsion bar twists and the steering load increases as the relative angle difference increases, so that assist control according to the steering load becomes possible.
　（ｉ）前記（ｆ）に記載の電動パワーステアリング装置の制御装置において、
　前記電子コントロールユニットは、車両速度が所定値以上のときにのみ前記外乱対抗電流を出力することを特徴とする電動パワーステアリング装置の制御装置。 (I) In the control device for the electric power steering device according to (f),
The control device for an electric power steering apparatus, wherein the electronic control unit outputs the disturbance resistance current only when a vehicle speed is equal to or higher than a predetermined value.
　かかる構成とすることで、車両速度が低く横断勾配による影響が小さい状態においてアシスト過多となってしまう不都合を抑制することができる。 By adopting such a configuration, it is possible to suppress an inconvenience of excessive assist in a state where the vehicle speed is low and the influence of the crossing gradient is small.
　（ｊ）前記（ｆ）に記載の電動パワーステアリング装置の制御装置において、
　前記外乱対抗電流は、車両のヨーモーメントが大きいほど大きくなるように演算されることを特徴とする電動パワーステアリング装置の制御装置。 (J) In the control device for the electric power steering device according to (f),
The control device for an electric power steering apparatus, wherein the disturbance countercurrent is calculated so as to increase as the yaw moment of the vehicle increases.
　かかる構成とすることで、ヨーモーメントに対するアシスト量の付加が可能となって、運転者の操舵負荷の軽減に供される。 With this configuration, it is possible to add an assist amount to the yaw moment, which serves to reduce the driver's steering load.
　（ｋ）請求項６に記載の電動パワーステアリング装置の制御装置において、
　前記正逆入力判断部は、ローパスフィルタを通過した前記第１回転角信号と前記第２回転角信号とに基づいて、前記トーションバーの捩れが前記正入力によるものか前記逆入力によるものかを判断することを特徴とする電動パワーステアリング装置の制御装置。 (K) In the control device for the electric power steering device according to claim 6,
The forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter. A control device for an electric power steering device, characterized by:
　このように、ローパスフィルタでもって高周波成分を除去することにより、悪路走行時の誤判断を抑制し、安定性の高いアシスト制御が可能となる。 Thus, by removing high-frequency components with a low-pass filter, it is possible to suppress misjudgment when driving on rough roads and perform highly stable assist control.
　（ｌ）請求項６に記載の電動パワーステアリング装置の制御装置において、
　前記位相変化判断部は、前記第１回転角信号が前記第２回転角信号よりも大きいとき、車両が横断勾配付き路面を直進走行中であるか、又は旋回半径の外側が内側よりも低く形成された路面を走行中であると判断し、
　前記外乱対抗電流演算部は、前記位相変化判断部の判断結果に基づき、前記外乱対抗電流を補正することを特徴とする電動パワーステアリング装置の制御装置。 (L) In the control device for the electric power steering device according to claim 6,
When the first rotation angle signal is larger than the second rotation angle signal, the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running,
The control apparatus for an electric power steering apparatus, wherein the disturbance countercurrent calculation unit corrects the disturbance countercurrent based on a determination result of the phase change determination unit.
　かかる構成とすることで、走行路面の状況に応じた操舵アシストを行うことが可能となる。 Such a configuration makes it possible to perform steering assist according to the condition of the road surface.
　（ｍ）前記（ｌ）に記載の電動パワーステアリング装置の制御装置において、
　前記位相変化判断部は、車両のヨーモーメントが所定値以下の場合には、前記横断勾配付き路面を直進走行中であると判断し、前記ヨーモーメントが前記所定値より大きい場合には、旋回半径の外側が内側よりも低く形成された路面を走行中であると判断することを特徴とする電動パワーステアリング装置の制御装置。 (M) In the control device for the electric power steering device according to (l),
When the yaw moment of the vehicle is less than or equal to a predetermined value, the phase change determination unit determines that the vehicle is traveling straight on the road surface with a cross slope, and when the yaw moment is greater than the predetermined value, the turning radius It is judged that it is drive | working the road surface in which the outer side of this was formed lower than the inner side.
　かかる構成によれば、ヨーモーメントに基づいて前記２つの走行状態を判断でき、該走行状態に応じた適切な操舵アシストが可能となる。 According to such a configuration, the two traveling states can be determined based on the yaw moment, and appropriate steering assist according to the traveling state can be performed.
　（ｎ）請求項６に記載の電動パワーステアリング装置の制御装置において、
　前記電子コントロールユニットは、前記第１回転角センサ及び前記第２回転角センサの中立位置からのオフセット量を補正する補正回路部を有することを特徴とする電動パワーステアリング装置の制御装置。 (N) In the control device for the electric power steering device according to claim 6,
The control unit for an electric power steering apparatus, wherein the electronic control unit includes a correction circuit unit that corrects an offset amount from a neutral position of the first rotation angle sensor and the second rotation angle sensor.
　かかる構成によれば、前記補正回路部により第１、第２回転角センサの精度の向上が図れ、誤判断の抑制に供される。 According to such a configuration, the correction circuit unit can improve the accuracy of the first and second rotation angle sensors, and can be used to suppress erroneous determination.
１…ステアリングホイール
２…入力軸
３…出力軸
５…電動モータ
６…電子コントロールユニット
１０…基本アシスト電流演算部
１１…方向一致判断部
１２…先行位相判断部
１３…正逆入力判断部
１４…位相変化判断部
１５…横断勾配用電流演算部（外乱対抗電流演算部）
ＲＰ…ラック・ピニオン機構（変換機構）
Ｓ１…第１回転角センサ
Ｓ２…第２回転角センサ
θ１…第１回転角信号
θ２…第２回転角信号
Ｉｂ…基本アシスト電流
Ｉｃ…横断勾配用電流（外乱対抗電流） DESCRIPTION OF SYMBOLS 1 ... Steering wheel 2 ... Input shaft 3 ... Output shaft 5 ... Electric motor 6 ... Electronic control unit 10 ... Basic assist current calculation part 11 ... Direction coincidence judgment part 12 ... Precedence phase judgment part 13 ... Forward / reverse input judgment part 14 ... Phase Change determination unit 15 ... Cross gradient current calculation unit (disturbance countercurrent calculation unit)
RP ... Rack and pinion mechanism (conversion mechanism)
S1 ... first rotation angle sensor S2 ... second rotation angle sensor θ1 ... first rotation angle signal θ2 ... second rotation angle signal Ib ... basic assist current Ic ... current for cross gradient (disturbance countercurrent)

Claims (20)

  1. 　ステアリングホイールの操舵操作に伴い回転する入力軸と、該入力軸とトーションバーを介して接続される出力軸と、該出力軸の回転を転舵輪の転舵動作に変換する変換機構とから構成される操舵機構と、
    　前記入力軸側に設けられ、該入力軸の回転角を検出して第１回転角信号として出力する第１回転角センサと、
    　前記出力軸側に設けられ、該出力軸の回転角を検出又は推定して第２回転角信号として出力する第２回転角センサと、
    　前記操舵機構に操舵アシスト力を付与する電動モータと、
    　車両の運転状態に基づいて前記電動モータを駆動制御する電子コントロールユニットと、を備え、
    　前記電子コントロールユニットは、
    　運転者による操舵トルクに基づいた前記電動モータへの指令電流である基本アシスト電流を演算する基本アシスト電流演算部と、
    　前記入力軸の回転方向と前記出力軸の回転方向とが一致しているか否かを判断する方向一致判断部と、
    　前記第１回転角信号と前記第２回転角信号のうち、いずれの位相が先行するかを判断する先行位相判断部と、
    　前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第１回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記入力軸側からの正入力によるものと判断し、前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第２回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記出力軸側からの逆入力によるものと判断する正逆入力判断部と、
    　前記第１回転角信号の位相と前記第２回転角信号の位相とに基づき前記トーションバーの捩れ方向の反転が生じたか否かを判断する位相変化判断部と、
    　前記正逆入力判断部によって逆入力と判断された後、前記位相変化判断部によって前記トーションバーの捩れ方向の反転が発生していない状態が継続していると判断されたときに、前記基本アシスト電流よりも大きな外乱対抗電流を演算する外乱対抗電流演算部と、
    　を有することを特徴とする電動パワーステアリング装置。     An input shaft that rotates in response to a steering operation of the steering wheel, an output shaft connected to the input shaft via a torsion bar, and a conversion mechanism that converts the rotation of the output shaft into a turning operation of the steered wheels. Steering mechanism
    A first rotation angle sensor provided on the input shaft side, which detects a rotation angle of the input shaft and outputs it as a first rotation angle signal;
    A second rotation angle sensor provided on the output shaft side, which detects or estimates a rotation angle of the output shaft and outputs it as a second rotation angle signal;
    An electric motor for applying a steering assist force to the steering mechanism;
    An electronic control unit that drives and controls the electric motor based on the driving state of the vehicle,
    The electronic control unit is
    A basic assist current calculator that calculates a basic assist current that is a command current to the electric motor based on a steering torque by a driver;
    A direction coincidence determining unit that determines whether or not the rotation direction of the input shaft and the rotation direction of the output shaft match;
    A preceding phase determination unit that determines which phase of the first rotation angle signal and the second rotation angle signal precedes;
    When the direction coincidence determining unit determines that the direction coincides and the preceding phase determining unit determines that the phase of the first rotation angle signal is ahead, the torsion of the torsion bar is a positive input from the input shaft side. If the direction coincidence determining unit determines that the direction coincides, and the preceding phase determining unit determines that the phase of the second rotation angle signal precedes, the twist of the torsion bar is the output. A forward / reverse input determination unit that determines that the input is reverse input from the shaft side;
    A phase change determination unit that determines whether or not the torsion bar is reversed in the twist direction based on the phase of the first rotation angle signal and the phase of the second rotation angle signal;
    When it is determined by the forward / reverse input determining unit that the input is reverse, the phase change determining unit determines that the state in which the twist direction of the torsion bar is not reversed continues. A disturbance countercurrent calculation unit that calculates a disturbance countercurrent larger than the current;
    An electric power steering apparatus comprising:
  2. 　前記外乱対抗電流は、前記トーションバーの捩れ方向が反転しない大きさに設定されていることを特徴とする請求項１に記載の電動パワーステアリング装置。 The electric power steering apparatus according to claim 1, wherein the disturbance countercurrent is set to a magnitude that does not reverse the twist direction of the torsion bar.
  3. 　前記外乱対抗電流は、車両速度が高いほど小さくなるように演算されることを特徴とする請求項２に記載の電動パワーステアリング装置。 3. The electric power steering apparatus according to claim 2, wherein the disturbance countercurrent is calculated so as to decrease as the vehicle speed increases.
  4. 　前記外乱対抗電流は、前記第１回転角信号と前記第２回転角信号との差が大きいほど大きくなるように演算されることを特徴とする請求項２に記載の電動パワーステアリング装置。 3. The electric power steering apparatus according to claim 2, wherein the disturbance resistance current is calculated so as to increase as a difference between the first rotation angle signal and the second rotation angle signal increases.
  5. 　前記電子コントロールユニットは、車両速度が所定値以上のときにのみ前記外乱対抗電流を出力することを特徴とする請求項２に記載の電動パワーステアリング装置。 The electric power steering apparatus according to claim 2, wherein the electronic control unit outputs the disturbance countercurrent only when the vehicle speed is equal to or higher than a predetermined value.
  6. 　前記外乱対抗電流は、車両のヨーモーメントが大きいほど大きくなるように演算されることを特徴とする請求項２に記載の電動パワーステアリング装置。 3. The electric power steering apparatus according to claim 2, wherein the disturbance resistance current is calculated so as to increase as the yaw moment of the vehicle increases.
  7. 　前記正逆入力判断部は、ローパスフィルタを通過した前記第１回転角信号と前記第２回転角信号とに基づいて、前記トーションバーの捩れが前記正入力によるものか前記逆入力によるものかを判断することを特徴とする請求項１に記載の電動パワーステアリング装置。 The forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter. The electric power steering apparatus according to claim 1, wherein the determination is made.
  8. 　前記位相変化判断部は、前記第１回転角信号が前記第２回転角信号よりも大きいとき、車両が横断勾配付き路面を直進走行中であるか、又は旋回半径の外側が内側よりも低く形成された路面を走行中であると判断し、
    　前記外乱対抗電流演算部は、前記位相変化判断部の判断結果に基づき、前記外乱対抗電流を補正することを特徴とする請求項１に記載の電動パワーステアリング装置。     When the first rotation angle signal is larger than the second rotation angle signal, the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running,
    2. The electric power steering apparatus according to claim 1, wherein the disturbance countercurrent calculation unit corrects the disturbance countercurrent based on a determination result of the phase change determination unit.
  9. 　前記位相変化判断部は、車両のヨーモーメントが所定値以下の場合には、前記横断勾配付き路面を直進走行中であると判断し、前記ヨーモーメントが前記所定値より大きい場合には、旋回半径の外側が内側よりも低く形成された路面を走行中であると判断することを特徴とする請求項８に記載の電動パワーステアリング装置。 When the yaw moment of the vehicle is less than or equal to a predetermined value, the phase change determination unit determines that the vehicle is traveling straight on the road surface with a cross slope, and when the yaw moment is greater than the predetermined value, the turning radius 9. The electric power steering apparatus according to claim 8, wherein it is determined that the vehicle is traveling on a road surface formed such that the outside of the vehicle is lower than the inside.
  10. 　前記電子コントロールユニットは、前記第１回転角センサ及び前記第２回転角センサの中立位置からのオフセット量を補正する補正回路部を有することを特徴とする請求項１に記載の電動パワーステアリング装置。 2. The electric power steering apparatus according to claim 1, wherein the electronic control unit includes a correction circuit unit that corrects an offset amount from a neutral position of the first rotation angle sensor and the second rotation angle sensor.
  11. 　電動モータを駆動制御することによって運転者の操舵アシストに供する電動パワーステアリング装置の制御装置であって、
    　ステアリングホイールの操舵操作に伴い回転する入力軸の回転角を検出する第１回転角センサから出力された第１回転角信号を受信する第１回転角受信部と、
    　前記入力軸とトーションバーを介して接続される出力軸の回転角を検出する第２回転角センサから出力された第２回転角信号を受信する第２回転角受信部と、
    　運転者による操舵トルクに基づいた前記電動モータへの指令電流である基本アシスト電流を演算する基本アシスト電流演算部と、
    　前記入力軸の回転方向と前記出力軸の回転方向とが一致しているか否かを判断する方向一致判断部と、
    　前記第１回転角信号と前記第２回転角信号のうち、いずれの位相が先行するかを判断する先行位相判断部と、
    　前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第１回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記入力軸側からの正入力によるものと判断し、前記方向一致判断部によって方向一致と判断され、かつ前記先行位相判断部によって前記第２回転角信号の位相が先行すると判断されたときは、前記トーションバーの捩れが前記出力軸側からの逆入力によるものと判断する正逆入力判断部と、
    　前記第１回転角信号の位相と前記第２回転角信号の位相とに基づき前記トーションバーの捩れ方向の反転が生じたか否かを判断する位相変化判断部と、
    　前記正逆入力判断部によって逆入力と判断された後、前記位相変化判断部によって前記トーションバーの捩れ方向の反転が発生していない状態が継続していると判断されたときに、前記基本アシスト電流よりも大きな外乱対抗電流を演算する外乱対抗電流演算部と、
    　を有することを特徴とする電動パワーステアリング装置の制御装置。     A control device for an electric power steering device that provides driving assistance to a driver by controlling driving of an electric motor,
    A first rotation angle receiver that receives a first rotation angle signal output from a first rotation angle sensor that detects a rotation angle of an input shaft that rotates in accordance with a steering operation of the steering wheel;
    A second rotation angle receiving unit that receives a second rotation angle signal output from a second rotation angle sensor that detects a rotation angle of an output shaft connected to the input shaft via a torsion bar;
    A basic assist current calculator that calculates a basic assist current that is a command current to the electric motor based on a steering torque by a driver;
    A direction coincidence determining unit that determines whether or not the rotation direction of the input shaft and the rotation direction of the output shaft match;
    A preceding phase determination unit that determines which phase of the first rotation angle signal and the second rotation angle signal precedes;
    When the direction coincidence determining unit determines that the direction coincides and the preceding phase determining unit determines that the phase of the first rotation angle signal is ahead, the torsion of the torsion bar is a positive input from the input shaft side. If the direction coincidence determining unit determines that the direction coincides, and the preceding phase determining unit determines that the phase of the second rotation angle signal precedes, the twist of the torsion bar is the output. A forward / reverse input determination unit that determines that the input is reverse input from the shaft side;
    A phase change determination unit that determines whether or not the torsion bar is reversed in the twist direction based on the phase of the first rotation angle signal and the phase of the second rotation angle signal;
    When it is determined by the forward / reverse input determining unit that the input is reverse, the phase change determining unit determines that the state in which the twist direction of the torsion bar is not reversed continues. A disturbance countercurrent calculation unit that calculates a disturbance countercurrent larger than the current;
    A control device for an electric power steering device.
  12. 　前記外乱対抗電流は、前記トーションバーの捩れ方向が反転しない大きさに設定されていることを特徴とする請求項１１に記載の電動パワーステアリング装置の制御装置。 12. The control device for an electric power steering apparatus according to claim 11, wherein the disturbance countercurrent is set to a magnitude that does not reverse the twist direction of the torsion bar.
  13. 　前記外乱対抗電流は、車両速度が高いほど小さくなるように演算されることを特徴とする請求項１２に記載の電動パワーステアリング装置の制御装置。 13. The control device for an electric power steering apparatus according to claim 12, wherein the disturbance countercurrent is calculated so as to decrease as the vehicle speed increases.
  14. 　前記外乱対抗電流は、前記第１回転角信号と前記第２回転角信号との差が大きいほど大きくなるように演算されることを特徴とする請求項１２に記載の電動パワーステアリング装置の制御装置。 The control device for an electric power steering apparatus according to claim 12, wherein the disturbance countercurrent is calculated so as to increase as a difference between the first rotation angle signal and the second rotation angle signal increases. .
  15. 　前記電子コントロールユニットは、車両速度が所定値以上のときにのみ前記外乱対抗電流を出力することを特徴とする請求項１２に記載の電動パワーステアリング装置の制御装置。 13. The control device for an electric power steering apparatus according to claim 12, wherein the electronic control unit outputs the disturbance resistance current only when the vehicle speed is equal to or higher than a predetermined value.
  16. 　前記外乱対抗電流は、車両のヨーモーメントが大きいほど大きくなるように演算されることを特徴とする請求項１２に記載の電動パワーステアリング装置の制御装置。 13. The control device for an electric power steering apparatus according to claim 12, wherein the disturbance resistance current is calculated so as to increase as the yaw moment of the vehicle increases.
  17. 　前記正逆入力判断部は、ローパスフィルタを通過した前記第１回転角信号と前記第２回転角信号とに基づいて、前記トーションバーの捩れが前記正入力によるものか前記逆入力によるものかを判断することを特徴とする請求項１１に記載の電動パワーステアリング装置の制御装置。 The forward / reverse input determination unit determines whether the torsion bar twist is due to the positive input or the reverse input based on the first rotation angle signal and the second rotation angle signal that have passed through a low-pass filter. 12. The control device for an electric power steering apparatus according to claim 11, wherein the control is performed.
  18. 　前記位相変化判断部は、前記第１回転角信号が前記第２回転角信号よりも大きいとき、車両が横断勾配付き路面を直進走行中であるか、又は旋回半径の外側が内側よりも低く形成された路面を走行中であると判断し、
    　前記外乱対抗電流演算部は、前記位相変化判断部の判断結果に基づき、前記外乱対抗電流を補正することを特徴とする請求項１１に記載の電動パワーステアリング装置の制御装置。     When the first rotation angle signal is larger than the second rotation angle signal, the phase change determination unit is configured such that the vehicle is traveling straight on a road surface with a cross gradient or the outside of the turning radius is lower than the inside. Judging that the road is running,
    12. The control device for an electric power steering apparatus according to claim 11, wherein the disturbance countercurrent calculation unit corrects the disturbance countercurrent based on a determination result of the phase change determination unit.
  19. 　前記位相変化判断部は、車両のヨーモーメントが所定値以下の場合には、前記横断勾配付き路面を直進走行中であると判断し、前記ヨーモーメントが前記所定値より大きい場合には、旋回半径の外側が内側よりも低く形成された路面を走行中であると判断することを特徴とする請求項１８に記載の電動パワーステアリング装置の制御装置。 When the yaw moment of the vehicle is less than or equal to a predetermined value, the phase change determination unit determines that the vehicle is traveling straight on the road surface with a cross slope, and when the yaw moment is greater than the predetermined value, the turning radius 19. The control device for an electric power steering device according to claim 18, wherein it is determined that the vehicle is traveling on a road surface formed such that the outside of the vehicle is lower than the inside.
  20. 　前記電子コントロールユニットは、前記第１回転角センサ及び前記第２回転角センサの中立位置からのオフセット量を補正する補正回路部を有することを特徴とする請求項１１に記載の電動パワーステアリング装置の制御装置。 The electric power steering apparatus according to claim 11, wherein the electronic control unit includes a correction circuit unit that corrects an offset amount from a neutral position of the first rotation angle sensor and the second rotation angle sensor. Control device.
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